DE69820344T2 - Device and method for controlling a throttle valve in an internal combustion engine - Google Patents

Device and method for controlling a throttle valve in an internal combustion engine

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Publication number
DE69820344T2
DE69820344T2 DE1998620344 DE69820344T DE69820344T2 DE 69820344 T2 DE69820344 T2 DE 69820344T2 DE 1998620344 DE1998620344 DE 1998620344 DE 69820344 T DE69820344 T DE 69820344T DE 69820344 T2 DE69820344 T2 DE 69820344T2
Authority
DE
Germany
Prior art keywords
throttle valve
stepper motor
step
ecu
speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
DE1998620344
Other languages
German (de)
Other versions
DE69820344D1 (en
Inventor
Yoshiyasu Toyota-shi Aichi-ken Ito
Mikio Toyota-shi Aichi-ken Kizaki
Yoshiaki Toyota-shi Aichi-ken Yamamoto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to JP17056397A priority Critical patent/JPH1113494A/en
Priority to JP17056397 priority
Priority to JP10665098 priority
Priority to JP10665098A priority patent/JPH11294194A/en
Priority to JP10664998A priority patent/JP3241661B2/en
Priority to JP10664998 priority
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of DE69820344D1 publication Critical patent/DE69820344D1/en
Application granted granted Critical
Publication of DE69820344T2 publication Critical patent/DE69820344T2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047Controlling exhaust gas recirculation [EGR]
    • F02D41/0077Control of the EGR valve or actuator, e.g. duty cycle, closed loop control of position
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/04Introducing corrections for particular operating conditions
    • F02D41/042Introducing corrections for particular operating conditions for stopping the engine
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/38Controlling fuel injection of the high pressure type
    • F02D41/40Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401Controlling injection timing
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/38Controlling fuel injection of the high pressure type
    • F02D41/40Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/406Electrically controlling a diesel injection pump
    • F02D41/408Electrically controlling a diesel injection pump of the distributing type
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00Engines characterised by air compression and subsequent fuel addition
    • F02B3/06Engines characterised by air compression and subsequent fuel addition with compression ignition
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D9/00Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201Arrangements; Control features; Details thereof
    • F02D2009/0245Shutting down engine, e.g. working together with fuel cut-off
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002Controlling intake air
    • F02D2041/0022Controlling intake air for diesel engines by throttle control
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/40Engine management systems
    • Y02T10/44Engine management systems controlling fuel supply
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/40Engine management systems
    • Y02T10/47Exhaust feedback

Description

  • background the invention
  • The The present invention relates to an apparatus (device) and method to control a throttle valve that is operated by a stepper motor and that in an air intake passage in an internal combustion engine is arranged.
  • The Engine output of a diesel engine is mainly controlled the fuel injection quantity. Precise control was therefore conventional the intake air volume is not required. The one that emerged recently However, a requirement for cleaning diesel exhaust gas requires an exhaust gas recirculation device (EGR device). The EGR apparatus leads you Part of the exhaust gas emitted from each combustion chamber back into the air intake passage. The mixing ratio of the exhaust gas to the intake air passing through the air intake passage flows, is an important factor in obtaining such a clean exhaust gas as possible, without disturbing the operation of the internal combustion engine. The correct mixing ratio is required a fine control of the intake air volume.
  • On Device for correct control of the intake air quantity is, for example, in the Japanese Patent No. 61-20268. This device has one Throttle valve open without interlocking with the accelerator pedal (accelerator pedal) can work, and a motor that works in both forward and also reverse direction to operate the Throttle valve can be rotated. The Japanese patent application No. 3-225038 and Japanese Patent Laid-Open No. 61-226540 disclose intake air quantity control devices that have a stepper motor as a throttle actuator motor use. The rotation angle of the stepper motor becomes very correct controlled by a drive pulse supplied to the motor. The stepper motor is therefore able to control the angle of the throttle valve to control with high accuracy.
  • If the drive voltage or battery voltage that is supplied to the stepper motor is to drop below a normal level, the drive torque of the engine is insufficient, causing the engine to fail probably will. If a fallout occurs the angle of rotation of the motor does not exactly correspond to the angle of the Throttle valve, which consequently cannot be controlled precisely. If the battery voltage drops, adjust hence the one in Japanese Patent Laid-Open No. 3-225038 and Japanese Patent Application Laid-Open No. 61-226540 disclosed the speed of the stepper motor to a lower value than the normal speed to ensure sufficient motor drive torque and falling out of step to avoid. This means, that if anything interferes with the operation of the engine, the operation of the engine is restricted about such a disturbance to avoid.
  • If the key switch is switched off or any machine error occurs, the Internal combustion engine to be stopped immediately. This requires that the throttle valve is promptly closed to supply air to block the combustion chambers. If the speed of the stepper motor is lower than the normal speed, the throttle valve can not be closed quickly. Thus, it is impossible to use the internal combustion engine stop immediately, and increases the vibration when the engine stops. If the Operation of the engine is restricted as in the case described above cannot quickly adjust the throttle valve to a predetermined angle become.
  • The publication DE 195 19 747 A1 (Publication D1) discloses an apparatus and a method for controlling a throttle valve as defined in the preambles of the independent claims. Specifically, document D1 discloses a system and an actuator for controlling the performance of an internal combustion engine by controlling a throttle valve. Their angular position can be changed by a stepper motor, which is controlled by a control device. A mechanical idle stop is also provided which limits the movement of the throttle valve by blocking the operation of the engine.
  • Summary the invention
  • Accordingly the present invention is based on the object of an improved control device and control method Provide a throttle and use of a Stepper motor can control well.
  • This Task is done by a device solved for controlling a throttle valve according to independent claim 1, and alternatively by a method for controlling a throttle valve solved, as it is in the independent Claim 11 is set out.
  • advantageous Refinements are in the dependent claims specified.
  • Other Embodiments and advantages of the invention are based on the following Description described with reference to the accompanying drawings, in which exemplifies the principles of the invention are.
  • Summary the drawing
  • The Invention, together with its object and advantages, is by reference the following description of the currently preferred embodiments described with reference to the accompanying drawings. Show it:
  • 1 2 shows a schematic structural diagram of a diesel internal combustion engine which is equipped with a throttle valve control device according to a first exemplary embodiment of the invention,
  • 2 a block diagram of the electrical structure of the diesel engine according to 1 .
  • 3 FIG. 2 is a flowchart of an EGR control procedure (exhaust gas recirculation control procedure) according to the first embodiment;
  • 4A FIG. 2 shows a graph which represents the relationship between engine speed, fuel injection quantity and basic target amount of withdrawal, FIG.
  • 4B 2 is a graph showing the relationship between a coolant temperature and a coolant temperature compensation coefficient;
  • 4C 2 is a graph showing the relationship between an intake pressure and an intake pressure compensation coefficient;
  • 4D a graph which represents the relationship between a final target withdrawal amount and a basic control variable,
  • 4E 4 is a graph showing the relationship between a value obtained by subtracting an actual increase amount from the final target increase amount and a feedback control amount.
  • 5 1 shows a flowchart of procedures for calculating the target number of steps of a stepping motor according to the first exemplary embodiment,
  • 6 a graph of the relationship between engine speed, fuel injection quantity and target number of steps,
  • 7 FIG. 2 shows a flowchart which shows steps for calculating the actual number of steps (actual number of steps) of the step motor according to the first exemplary embodiment,
  • 8th FIG. 2 shows a flowchart illustrating steps for setting a pulse rate according to the first exemplary embodiment, FIG.
  • 9 FIG. 2 shows a schematic configuration diagram that illustrates a diesel internal combustion engine that is equipped with a throttle valve control device according to a second exemplary embodiment of the invention, FIG.
  • 10 a cross-sectional side view of the throttle valve and a valve or valve drive mechanism,
  • 11 a cross-sectional view taken along line 11-11 in 10 is taken
  • 12 FIG. 12 is a cross-sectional view partially in accordance with the valve drive mechanism 11 represents the intended driven gear and its surrounding structure,
  • 13 a cross-sectional view of a stepper motor from the front,
  • 14 a side cross-sectional view of the stepper motor according to 13 .
  • 15A 14 is a cross-sectional view taken along line 15A-15A in FIG 14 is taken
  • 15B 14 is a cross-sectional view taken along line 15B-15B in FIG 14 is taken
  • 16A a representation to describe the operating principle of a stepper motor,
  • 16B a representation for describing the operating principle of the stepper motor,
  • 17 a table describing how a voltage is applied to each coil of the stepper motor,
  • 18 3 shows a graph which represents the relationship between engine speed, fuel injection quantity and target step number,
  • 19 FIG. 2 is a flowchart showing control steps for the stepper motor according to the second embodiment;
  • 20 a table showing the relationship between a battery voltage and a pulse rate,
  • 21 a flowchart illustrating steps for calculating the target number of steps of a step motor of a third embodiment, and
  • 22 a flowchart showing an anor mality detection procedure according to the third embodiment.
  • Detailed description of the preferred embodiments
  • The following is with reference to 1 to 8th describes an intake throttle valve control device according to a first embodiment of the present invention. Like it in 1 is shown, has a diesel internal combustion engine 1 a plurality of cylinders, each with a combustion chamber 12 exhibit. In the intake stroke (intake stroke) of the internal combustion engine 1 opens an intake valve 114 a suction opening 113 , Consequently, outside air (intake air) passes through an air purifier 3 in the air intake passage 2 every combustion chamber 12 fed. A fuel injection pump 14 carries fuel to each injector 11 under pressure via a fuel line 119 to. The injector 11 injects the fuel into the associated combustion chamber 12 on. In the exhaust stroke of the internal combustion engine 1 opens an exhaust valve 123 an exhaust port 122 to exhaust the exhaust gas through an exhaust passage 7 ,
  • An intake throttle valve (intake throttle valve) 4 is in the middle of the air intake 2 arranged to adjust the amount of intake air that the combustion chamber 11 is to be fed. A stepper motor 40 actuates the throttle valve 4 for adjusting the angle of the throttle valve 4 to a desired value based on a control signal from an electronic control unit (ECU) 19 , A switch for the fully open position (fully open switch) 39 turns on when the throttle valve 4 fully open or near the fully open position, and the switch 39 turns off when the throttle valve 4 is in any other position.
  • An exhaust gas recirculation device (EGR device) 140 leads part of the exhaust gas from each combustion chamber 12 in the exhaust passage 7 is expelled into the air intake passage 7 back to the gas to the combustion chamber 12 return. The EGR device 140 has an EGR passage 8th , which allows part of the exhaust gas from the exhaust passage 7 in the air intake passage 2 flows and an EGR valve 9 on that is the amount of that in the EGR passage 8th flowing exhaust gas (EGR amount) regulated.
  • The EGR valve 9 is a diaphragm valve that determines the opening degree of the EGR passage 8th adjusted using negative pressure and atmospheric pressure. The EGR device 140 furthermore has an actuating device (actuator) 10 for adjusting the pressure of a pressure chamber 9a of the EGR valve 9 on. This actuator 10 has, for example, an electrical vacuum regulating valve. The actuator 10 is with a pump 132 via a vacuum opening 151 and with an atmosphere opening 153 connected, which is open to the outside air. The actuator 10 regulates the pressure of the pressure chamber 9a based on the negative pressure supplied and the atmospheric pressure. The actuator 10 is through the ECU 19 controlled. The ECU 19 controls the actuator 10 according to the running condition (the running state) of the internal combustion engine 1 for adjusting the angle of the EGR valve 9 , which continuously regulates the amount of EGR.
  • If the amount of intake air through the throttle valve 4 is adjusted and the EGR amount by the EGR valve 9 is adjusted, the ratio of the EGR amount to that of the combustion chamber 12 supplied air volume or the EGR ratio (exhaust gas recirculation ratio) can be set freely. This ensures correct EGR control over the entire operating range of the diesel engine 1 ,
  • A crankshaft 23 the internal combustion engine 1 displaces a drive shaft 129 the injection pump 14 in rotation. The injection pump 14 has a timer control valve 15 and an overflow valve 16 for the respective adjustment of the injection time curve and the injection quantity from the injection nozzle 11 fuel to be injected. The timer control valve 15 and the relief valve 16 are through the ECU 19 controlled.
  • A machine speed sensor 17 in the injection pump 14 detects the engine speed NE by detecting the speed of the drive shaft 129 that are in sync with the crankshaft 23 rotates. The rotor (not shown) on the drive shaft 129 has a plurality of protrusions formed on the outer surface thereof. The machine speed sensor 17 is an electromagnetic sensor that detects the projections and a pulse signal corresponding to the speed of the drive shaft 129 to the ECU 19 sends.
  • One in the internal combustion engine 1 provided coolant temperature sensor 77 detects the temperature THW of the coolant and sends an electrical signal corresponding to this coolant temperature THW to the ECU 19 , One in the air intake passage 2 provided intake pressure sensor 159 detects the pressure PM of the intake air in the air intake passage 2 and sends an electrical signal corresponding to the intake pressure PM to the ECU 19 , An acceleration sensor 18 that is near an accelerator pedal (accelerator pedal) 24 is provided, records the extent of actuation of the drive pedals 24 or an accelerator pedal angle ACCP and sends an electrical signal corresponding to the accelerator pedal angle ACCP to the ECU 19 ,
  • A key switch 20 and a start switch 21 are with the ECU 19 connected. The key switch 20 is used to activate the internal combustion engine 1 is switched on and is used to stop the internal combustion engine 1 switched off. The starter switch 21 is switched on when a starter motor (not shown) for starting the internal combustion engine 1 runs and turns off when the starter motor is stopped. The on / off states of these switches 20 and 21 are fed to the ECU. A battery 22 performs various electrical devices including the ECU 19 and the stepper motor 40 Energy too. This ECU 19 also receives information about the voltage VB of the battery 22 ,
  • The following is the electrical structure of the diesel engine 1 with reference to the block diagram according to 2 described. The ECU 19 has a read-only memory (ROM) 61 in which various control programs for fuel injection control, fuel injection timing control, EGR control (exhaust gas recirculation control), intake air quantity control, etc. of the internal combustion engine 1 and function data for calculating values according to the various conditions are stored. The ECU 19 also has a central processing unit (CPU) 60 , an optional memory (RAM) 62 and a backup RAM 63 on. The CPU 60 performs arithmetic operations based on those in the ROM 61 stored programs. The RAM 62 temporarily saves those from the CPU 60 provided operation results and data supplied from various sensors and the like. The backup RAM 63 keeps necessary data when power is supplied to the ECU 19 is blocked. The CPU 60 , the ROM 61 , the RAM 62 and the backup RAM 63 are with an input interface 66 and an output interface 67 by a bus 64 connected.
  • The output signals of the intake pressure sensor 159 , of the acceleration sensor 18 and the coolant temperature sensor 77 are temporarily in respective buffers 69 saved. The in the individual buffers 69 stored signals are successively transmitted by a multiplexer 68 based on instructions from the CPU 60 are selected, converted into digital signals by an analog-to-digital converter 65 converted and then become the input interface 66 Posted. The pulse signal from the engine speed sensor 17 is through a waveform shaping circuit 71 binarized and then becomes the input interface 66 Posted. The on / off signals from the key switch 20 , the starter switch 21 and the full opening switch 39 become the input interface 66 fed. Furthermore, information of the voltage VB of the battery 22 the input interface 66 via the analog-digital converter 65 Posted.
  • drivers 72 . 73 . 74 and 75 that with the output interface 67 are connected, instruction signals from the CPU 60 fed. Based on the instruction signals from the CPU 60 drive the individual drivers 72 to 75 each the stepper motor 40 , the actuator 10 , the timer control valve 15 and the relief valve 16 on.
  • The stepper motor 40 is through that from the driver 72 output pulse signal driven. The greater the frequency of the stepper motor 40 supplied pulse signal, the faster the drive speeds of the stepper motor 40 and the throttle valve 4 by the engine 40 is driven. The frequency of the pulse signal is expressed by the number of pulses per second or pulse rate PPS (pulse per second, pulse per econd). That is, the larger the value of the pulse rate, the faster the drive speeds of the stepping motor 40 and the throttle valve 4 ,
  • EGR control (exhaust gas recirculation control) is specifically described below. 3 shows a flowchart illustrating individual processes of an "EGR control routine". This routine is carried out by the ECU 19 executed as an interrupt process (interrupt process), for example, every 8 ms.
  • If the process through the ECU 19 the ECU computes into this routine 19 First a basic target amount of withdrawal ELBSE based on the engine speed NE and the fuel injection quantity QFIN in step 100 ,
  • The basic target increase amount ELBSE is a reference value for the EGR increase amount. Like it in 4A Functional data defining the relationship between the engine speed NE, the fuel injection amount QFIN and the basic target lift amount ELBSE are in the ROM 61 the ECU 19 saved. The ECU 19 accesses this function data when calculating the basic target increase amount ELBSE.
  • The basic target amount of increase ELBSE at a point in the two-dimensional plane of the graph according to 4A , which is defined by the engine speed NE and the fuel injection amount QFIN, takes a value that varies continuously over a range from 0 mm to 6 mm. The unit "mm 3 / st" of the fuel injection amount according to QFIN 4A is a unit of fuel injection quantity per stroke of a piston.
  • The engine speed NE is based on that from the engine speed sensor 17 received pulse signal received. The fuel injection quantity QFIN is calculated, for example, using an equation (1) described below on the basis of a plurality of parameters that determine the running state (running condition) of the internal combustion engine 1 play, including the engine speed NE, the accelerator pedal angle ACCP, the intake pressure PM and the coolant temperature PHW obtained. QFIN = min {f (NE, ACCP), g (NE, PM, THW)} (1st ) "f" denotes a function with the engine speed NE and the accelerator pedal angle ACCP as a parameter, "G" denotes a function with the engine speed NE, the intake pressure PM and the coolant temperature THW as a parameter, and "min" denotes a function that either takes a value obtained by the function "f" or a value obtained by the function "g", whichever is smaller. The function data is in the ROM 61 saved.
  • In the next step 101 the ECU calculates 19 a coolant temperature compensation coefficient METHW based on the coolant temperature THW. The ROM 61 contains function data that define the relationship between the coolant temperature THW and the coolant temperature compensation coefficient METHW, as described in 4B is shown. The ECU 19 accesses this function data when the coolant temperature compensation coefficient METHW is calculated. Like it in 4B is illustrated, the coolant temperature compensation coefficient METHW assumes a value over a range of, for example, 0 to 1 with a change in the coolant temperature THW. The coolant temperature THW is based on that from the coolant temperature sensor 77 received signal received.
  • In step 102 the ECU calculates 19 an intake pressure compensation coefficient MEPM based on the intake pressure PM. The ROM 61 contains function data defining the relationship between the intake pressure PM and the intake pressure compensation coefficient MEPM, as described in 4C is shown. The ECU 19 refers to this function data when calculating the intake pressure compensation coefficient MEPM. Like it in 4C is illustrated, the intake pressure compensation coefficient MEPM takes a value over a range of, for example, 0 to 1 with variation of the intake pressure PM. The intake pressure PM is based on that from the intake pressure sensor 159 received signal received.
  • In step 103 the ECU calculates 19 a final target lift amount ELTRG using the basic target lift amount LBSE, the coolant temperature compensation coefficient METHW and the intake pressure compensation coefficient MEPM. The final target elevation amount ELTRG is calculated by the following equation (2). ELTRG = ELBSE × METHW × MEPM (2)
  • In the next step 104 reads the ECU 19 a mutual lift amount (actual lift amount) ELACT of the EGR valve 9 based on a detection signal from a lift sensor (not shown).
  • Then the ECU calculates 19 a basic control variable IEBSE based on the final target increase amount ELTRG in step 105 , The ROM 61 contains function data that define the relationship between the final target increase amount ELTRG and the basic control variable IEBSE, as described in 4D is shown. The ECU 19 accesses this function data when calculating the basic control variable IEBSE. Like it in 4D is illustrated, the basic control variable IEBSE assumes a value over a range of, for example, 300 mA to 500 mA with variation of the final target increase amount ELTRG.
  • The ECU then calculates 19 a feedback control variable (regulation variable) IEFB based on the final target increase amount ELTRG and the actual increase amount ELACT in step 106 , In the ROM 61 Functional data are stored which define the relationship between the difference between the actual increase amount ELACT and the final increase amount ELTRG and the control variable IEFB, as described in 4E is shown. The ECU 19 accesses this function data when calculating the control variable IEFB. Like it in 4E is shown, the control variable IEFB assumes a value over a range of, for example, -300 mA to 100 mA.
  • The ECU then calculates 19 a final control variable IEFIN using the basic control variable IEBSE and the control variable IEFB in step 107 , The final control quantity IEFIN is calculated using equation (3) below: IEFIN = IEBSE + ΣIEFB (3)
  • The ECU 19 controls the driver 73 so that a current equivalent to the final control variable IEFIN in this step 107 is obtained by the actuator 10 of the EGR valve 9 flows. An EGR quantity that is for the current running condition of the internal combustion engine 1 is obtained in this way.
  • The intake air amount control is described in detail below. When implementing the intake air quantity control, the target angle of the throttle valve 4 calculated. The angle of the throttle 4 corresponds to the number of steps (natural number) of the stepper motor 40 who the throttle 4 drives. According to this embodiment, the step number is set to 0 when the throttle valve 4 is fully open, and is on 230 set when the throttle valve 4 is completely closed. If the angle of the throttle valve 4 gets smaller, or if that's through the throttle 4 certain opening of the air intake passage 2 decreases, the number of steps increases. This ratio between the angle of the throttle valve 4 and the number of steps of the motor 40 is just a possible ratio, and countless variations are possible to achieve the same result.
  • 5 shows a flowchart showing a "target step number calculation routine" for calculating the target step number of the stepping motor 40 illustrated. This routine is carried out by the ECU 19 executed as an interrupt process every 8 ms, for example.
  • If the ECU 19 the ECU computes into this routine 19 in step 110 a target step number LSTRG, which is the target angle of the throttle valve 4 indicates based on the engine speed NE and the fuel injection amount QFIN. The ROM 61 contains function data that define the relationship between the engine speed NE, the fuel injection quantity QFIN and the target step number LSTRG, as in FIG 6 is shown. The ECU 19 accesses this function data when calculating the target number of steps LSTRG.
  • The target step number LSTRG at a point on the two-dimensional plane of the graph in 6 , which is defined by the engine speed NE and the fuel injection amount QFIN, takes a value of a natural number over a range of 0 to 230. Even though 6 only represents data related to target step numbers LSTRG of 0, 100 and 200 to illustrate the relationship, there are data for each of the target step numbers LSTRG from 0 to 230.
  • The ECU 19 controls the stepper motor 40 through a driver 72 , so that the actual step number LSACT of the stepper motor 40 matches the target number of steps LSTRG. As a result, the throttle valve 4 actuated to the angle that corresponds to the target number of steps LSTRG, which means that for the current running state of the internal combustion engine 1 suitable intake air quantity results.
  • The ECU 19 performs an "actual step calculation routine" that is in accordance with a flow chart 7 is illustrated as control of the stepper motor 40 to determine the actual step number LSACT of the stepper motor 40 or the angle of the throttle valve 4 out. This routine is carried out by the ECU 19 as an interrupt process at intervals of 5 ms or 10 ms depending on the level of the voltage VB of the battery 22 executed.
  • If the ECU 19 going to this routine, the ECU determines 19 in step 120 whether the currently known actual step number LSACT is smaller than the target step number LSTRG. If the actual step count LSACT is smaller than the target step count LSTRG, the stepper motor 40 currently controlled in such a way that the actual step number LSACT approaches the target step number LSTRG. If the decision in step 120 the ECU is therefore positive 19 to step 121 to set the current actual step number LSACT, which is incremented by 1, as the new actual step number LSACT.
  • If the decision in step 120 is negative, the ECU determines 19 in step 122 whether the current actual step number LSACT is greater than the target step number LSTRG. If the actual number of steps LSACT is greater than the target number of steps LSTRG, the stepper motor 40 currently controlled such that the actual number of steps LSACT approaches the target number of steps LSTRG, as in the case in which the actual number of steps LSACT is smaller than the target number of steps LSTRG. If the decision in step 122 the ECU is therefore positive 19 to step 123 to decrease the current actual step number LSACT by 1 than the new actual step number LSACT.
  • After executing the process from step 121 or step 123 the ECU goes 19 to step 124 about. If the decision in step 122 is negative, or if the current actual step number LSACT is equal to the target step number LSTRG, the throttle valve has 4 reaches the target angle, and becomes the stepper motor 40 stopped. Accordingly, the ECU goes 19 directly to step 124 without changing the current actual step number LSACT via.
  • In step 124 determines the ECU 19 whether the battery voltage VB is equal to or greater than 10 V. If the battery voltage VB is equal to or greater than 10 V, the ECU determines 19 that the stepper motor 40 works normally and sets the current time TS to plus 5 ms as the next interrupt time TA for this routine. If the battery voltage VB is less than 10 volts, the ECU determines 19 that the operation of the stepper motor 40 is limited, and sets the current time TS to plus 10 ms as the next interrupt time TS for this routine. Therefore, when the battery voltage VB drops, the interrupt interval for this routine becomes longer.
  • According to this exemplary embodiment, as will be described in the further course, the motor 40 driven at a normal speed by a pulse signal with a pulse rate of 200 PPS when the battery voltage VB is equal to or greater than 10 V, indicating that the stepper motor 40 can rotate with sufficient drive torque without falling out of step. In this case the motor turns 40 incrementally every 5 ms. If the interrupt interval according to the "actual step calculation routine" 7 5 ms, the actual step number LSACT is incremented or decremented by 1 every 5 ms if the battery voltage VB is equal to or greater than 10 V. It is therefore possible to determine the actual step number LSACT of the stepper motor 40 or the angle of the throttle valve 4 to determine correctly.
  • Conversely, if the battery voltage VB is lower than 10 V, which means that the stepper motor is likely 40 due to insufficient drive torque, the motor fails 40 driven at a low speed by a pulse signal with a pulse rate of 100 PPS. The motor 40 can therefore rotate with sufficient drive torque without falling out of step. In this case the motor rotates 40 incrementally forward every 10 ms. If the interrupt interval according to the "actual step calculation routine" 7 10 ms, the actual step number LSACT is incremented or decremented by 1 every 10 ms if the battery voltage VB is lower than 10 V. This also enables the correct determination of the actual number of steps LSACT of the stepper motor 40 or the angle of the throttle valve 4 ,
  • According to this embodiment, as is apparent from the foregoing, when the battery voltage VB is equal to or greater than 10 V, there is no reason in the operation of the stepping motor 40 to intervene and the engine 40 is driven at normal speed. Conversely, if the battery voltage VB is less than 10 V, there is a reason to stop operating the stepper motor 40 to intervene and the engine 40 is driven at a lower speed than the normal speed. This means that if there is a reason to intervene in the operation of the stepper motor 40 there, the operation of the engine 40 is limited to avoid interference.
  • Furthermore, according to this embodiment, the pulse rate of the pulse signal sent to the stepping motor 40 is supplied according to the running state of the internal combustion engine 1 and changed according to the level of the battery voltage VB. 8th shows a flowchart of a "pulse rate setting routine". This routine is carried out by the ECU 19 executed as an interrupt process, for example, every 8 ms.
  • If the ECU 19 the ECU determines this routine 19 in step 130 whether the key switch 20 is switched off. If the key switch 20 is switched on, that is, when the internal combustion engine 1 runs, the ECU goes 19 to step 131 about.
  • In step 131 determines the ECU 19 whether the engine speed NE is greater than a predetermined value NE1 (for example 5500 revolutions / minute). If the decision is negative, the ECU determines 19 that the engine speed NE is within an allowable range and goes to step 132 about.
  • In step 132 determines the ECU 19 whether the battery voltage VB is lower than 10 V or not. If the decision is negative, that is, if the battery voltage VB is equal to or greater than 10 V, the ECU goes 19 to step 135 to set the pulse rate to 200 PPS. That is, when the machine is running at an allowable speed and the battery voltage VB is high enough to operate the stepper motor 40 not to bother the engine 40 driven at normal speed.
  • If the decision in step 132 is positive or if the battery voltage VB is lower than 10 V, the ECU goes 19 to step 133 to set the pulse rate to 100 PPS. That is, if it is likely that the stepper motor 40 due to the reduced battery voltage VB, the motor falls out of step 40 to avoid falling out of speed driven at a lower speed than the normal speed, even though the internal combustion engine 1 runs at a permissible speed.
  • If the key switch 20 is switched off or any actuation to stop the internal combustion engine 1 in step 130 is executed, the ECU goes 19 to step 134 about. If the decision in step 131 the ECU determines 19 that the engine speed NE is outside the permissible range and the internal combustion engine 1 is not running correctly, the ECU 19 to step 134 transforms.
  • In step 134 provides the ECU 19 the target step number LSTRG of the stepper motor 40 on 230 according to the fully closed position of the throttle valve 4 a to the air flow too the combustion chamber 12 to block. In the next step 135 provides the ECU 19 the pulse rate to 200 pps to the stepper motor 40 to drive at normal speed regardless of the level of battery voltage VB.
  • In particular, controls when the key switch 20 is switched off or when the internal combustion engine 1 the ECU is not running correctly 19 the stepper motor 40 such that the throttle valve 4 is forced to the fully closed position to the internal combustion engine 1 to stop. In this case, the ECU controls 19 the stepper motor 40 at normal speed, so the throttle 4 is quickly moved to the fully closed position.
  • As can be seen from the previous, when the engine stops 1 the stepper motor becomes necessary 40 driven at normal speed and not at low speed even if the battery voltage VB is less than 10 V. That is, if necessary, the internal combustion engine 1 to stop, promptly stopping the engine 1 a higher priority than preventing the stepping motor from falling out of step 40 Has. If the key switch 20 is turned off or when the internal combustion engine 1 is not running correctly, the throttle valve is therefore immediately completely closed to the internal combustion engine 1 stop quickly. Because the air flow to the combustion chamber is nimble through the throttle 4 is blocked, the vibration that occurs when the engine stops 1 can occur suppressed.
  • If the battery voltage VB is less than 10 V, which means that the stepping motor will fall out of step 40 is likely and the engine 40 Driven at normal speed, nothing would occur significantly if the throttle valve 4 is completely closed. That means that if the throttle 4 reached the fully closed position, the throttle valve 4 does not move beyond this position. If the throttle 4 the fully closed position is reached and held at this position, the ECU 19 easily the number of steps of the stepper motor 40 determine according to the fully shot position. Even if the stepper motor 40 when driving the throttle valve 4 no problems occur to the fully closed position as long as the throttle valve 4 reached the fully closed position.
  • Although two types of pulse rates, 100 PPS and 200 PPS, are used according to this embodiment, the pulse rate can also be set larger than 200 PPS, the normal value, when the throttle valve 4 is driven to the fully closed position. Furthermore, the pulse rate can be changed as required.
  • According to this embodiment, when in step 130 it is determined that the key switch 20 is off, or if in step 131 it is determined that the internal combustion engine 1 not running correctly, determines that the internal combustion engine 1 is in a predetermined state and becomes the throttle valve 4 driven to the fully closed position. However, the conditions for determining whether the internal combustion engine 1 is in a predetermined state, not those in the steps 130 and 131 limited.
  • Although according to this embodiment, the throttle valve 4 is driven to the fully closed position when it is determined that the internal combustion engine 1 is in the predetermined state, the throttle valve 4 driven to a predetermined open position other than the fully closed position, for example, to an open position near the fully closed position.
  • Furthermore, the condition for determining that the engine falls out of step is 40 is likely not limited to the level of battery voltage VB. For example, it is possible based on the engine 40 generated heat to assess whether the engine 40 is susceptible to interference. Furthermore, the value of the battery voltage VB used to determine whether to change the pulse rate or not is not limited to 10V.
  • The following is a second embodiment of the present invention with reference to FIG 9 to 20 described. The same or similar reference numerals are assigned to those components that are the same as the corresponding components according to the first embodiment, and the following description of the second embodiment focuses on the differences from the first embodiment.
  • 9 shows a schematic layout of a diesel engine 1 which is equipped with a throttle valve control device according to this embodiment. Because the mechanical structure of the internal combustion engine 1 similar to that of the internal combustion engine according to this embodiment 1 according to the first embodiment according to 1 only the differences from the first embodiment are described below.
  • Like it in 9 each combustion chamber is shown 12 an under-combustion chamber 13 at its top section. The injector 11 injects fuel into the sub-combustion chamber 13 on. In the air intake passage 2 is a pressure sensor 6 to measure the air pressure (atmospheric pressure) above (upstream) the throttle valve 4 in place of the intake pressure sensor 159 provided according to the first embodiment. A temperature sensor 78 is in the air intake passage 2 at a position corresponding to the pressure sensor 6 intended. The temperature sensor 78 detects the temperature of the air above (upstream) the throttle valve 4 , A valve drive mechanism 5 with a variety of gears couples the stepper motor 40 with the throttle valve 4 such that the stepper motor 40 the valve 4 can operate.
  • Because the internal combustion engine 1 According to this exemplary embodiment, essentially the same electrical structure as the internal combustion engine 1 according to the first embodiment according to 2 , the following are only the differences from the first embodiment with reference to FIG 2 described. The pressure sensor 6 , which is the location of the intake pressure sensor 159 according to the first embodiment, sends an electrical signal to the buffer according to the detected atmospheric pressure 69 out. The temperature sensor 78 sends an electrical signal to the multiplexer according to the sensed temperature via the associated buffer (not shown) 68 out.
  • Below is the valve drive mechanism 5 in detail with reference to 10 to 12 described. Like it in 10 is shown is the throttle valve 4 on a valve shaft 26 attached such that the valve 4 (the flap) with the shaft 26 rotates. The valve shaft 26 is rotatable on a throttle body 25 supported with the air intake passage 2 connected is. One end of the valve shaft 26 (the top end in 10 ) is with the throttle body 25 via a return spring 27 coupled. The valve shaft 26 is due to the force of the return spring 27 in one direction to open the throttle valve 4 crowded.
  • A gear 28 is on the throttle body 25 appropriate. The other end of the valve shaft 26 (the lower end in 10 ) extends into the gearbox 28 , with the driven gear 29 to the valve shaft 26 is attached. A first intermediate gear 36 and a second idler gear 37 , which are integrally formed, are rotatable on a support shaft 35 in the transmission 28 supported. The driven gear 29 stands with the second idler gear 37 in engagement. To the gearbox 28 is the stepper motor 40 attached, the drive shaft 41 themselves within the gearbox 28 extends. A drive gear (driving gear) 38 that on the drive shaft 41 is fixed, is in engagement with the first intermediate gear 36 , The rotation of the drive shaft 41 the stepper motor 40 is on the valve shaft 26 via the drive gear 38 , the first intermediate gear 36 , the second intermediate gear 37 and the driven gear 29 transfer. If the valve shaft 26 rotates, the throttle valve 4 opened or closed.
  • On the valve shaft 26 is a lever 32 rotatably attached to the two arms 32a and 32b has, as in 11 is shown. That lever 32 is via a relief spring 31 with the driven gear 29 connected. The relief spring 31 pushes the lever 32 as shown in 11 counterclockwise with respect to the driven gear 29 , The arm 32b is bent so that it faces the driven gear 29 extends. The free end of the arm 32b stands with one in the driven gear 29 formed groove 30 , The lever 32 is in relation to the driven gear 29 rotatable within a range defined by a space between the groove 30 and the free end of the arm 32b is determined. It should be noted that the free end of the arm 32b usually against a side wall of the groove 30 due to the counter-clockwise urging force of the relief spring 31 abuts. As a result, the driven gear rotates 29 and the lever 32 together.
  • Like it in 11 shown is the free end of the other arm 32a with a press section 33 provided, which engages with the switch for the fully open position described above (fully open switch) 39 can be engaged in the transmission 28 is provided. This press section 33 bumps the switch for the fully open position 39 to the switch 39 with the throttle valve fully open 4 turn. According to this embodiment, the throttle valve 4 continue to rotate in the opening direction from the fully open position. The "fully open position" is the angular position of the throttle valve 4 that the open area of the air intake passage 2 maximized. If the throttle 4 driven further in the opening direction from this fully open position, further opening is prevented by a stop (not shown) (stop device). The throttle valve angular position 4 at this point is called the maximum angular position.
  • A stopper, not shown, for the fully closed position is in the transmission 28 intended. This fully closed position stopper hits the lever 32 at the fully closed position of the throttle valve 4 to the rotation of the lever 32 in the closing direction of the throttle valve 4 to prevent. The "fully closed position" is the angular position of the throttle valve 4 that the opening area of the air intake passage 2 minimized or makes the opening area 0. It should be noted that the driven gear 29 from the fully closed position of the throttle valve 4 can continue to rotate in the closing direction. If the driven gear 29 from the state in which the rotation of the lever 32 is prevented from rotating further in the shooting direction, the driven gear 29 through the relief spring 31 in the opening direction of the throttle valve 4 crowded.
  • The construction and control of the stepper motor 40 is below with reference to 13 to 17 described. 13 shows a flat cross-sectional structure of the stepper motor 40 and 14 shows the lateral cross-sectional structure of the engine 40 , As it is illustrated in the illustrations, the stepper motor 40 a rotor 42 that together with the drive shaft 41 is rotatable, and two stator hoods (stator sleeves), namely an A-phase stator hood 44 and a B-phase stator hood 45 on that the rotor 42 surround. The rotor 42 has a permanent magnet 43 on its outer surface portion. This permanent magnet 43 has N poles and S poles, which are alternately arranged at predetermined angular intervals in the rotation direction, as shown in FIG 15a and 15b is shown.
  • Like it in 13 and 14 is shown, the A-phase stator hood 44 and the B-phase stator hood 45 ring-like shapes, with the rotor 42 is rotatably held in the hollow sections. Two coils, one AP phase coil 46 and an ON phase coil 47 are around the rotor 42 in the A-phase stator hood 44 intended. Likewise, there are two coils, a BP phase coil 48 and a BN phase coil 49 around the rotor 42 in the B-phase stator hood 45 intended. The spools 46 to 49 are wrapped in the same direction.
  • The A-phase stator hood 44 has a variety of upper teeth 50 and a variety of lower teeth 51 on that around the rotor 42 are provided. Like it in 15a is shown are the upper teeth 50 and the lower teeth 51 alternately arranged at the same angular intervals between the N and S poles of the permanent magnet 43 in the direction of rotation of the rotor 42 available. Similarly, the B-phase stator hood 45 a variety of upper teeth 52 and a variety of lower teeth 53 on that around the rotor 42 are provided. Like it in 15b is shown are the upper teeth 52 and the lower teeth 53 alternately arranged at the same angular intervals between the N and S poles of the permanent magnet 43 in the direction of rotation of the rotor 42 available. The teeth 50 and 51 on the A-phase stator hood 44 are provided are half an interval between the teeth versus the teeth 52 and 53 shifted to the B-phase stator hood 45 are provided. The upper teeth 50 and 52 and the lower teeth 51 and 53 are excited when a voltage is applied to the coils 46 to 49 is created.
  • The electrical structures of the stepper motor 40 and the driver 72 to drive the motor 40 are below with reference to 16a and 16b described. 16a and 16b show the rotor 42 and the stator hoods 44 and 45 the stepper motor 40 in a planar (even) developed form. These figures also schematically show the electrical structure of the driver 72 to illustrate the function of the driver 72 ,
  • Voltages from a DC voltage supply 58 which is the energy of the battery 22 are used on the AP phase coil 46 and the ON phase coil 47 the A-phase stator hood 44 created. The driver 72 has an AP phase coil switch 54 and an ON-phase coil switch 55 on to apply voltages to the respective coils 46 and 47 to allow or block. The driver 72 operates in response to an instruction signal from the ECU 19 , If the coil switch 54 and 55 voltages are applied to the associated coils 46 and 47 created, causing the upper teeth 50 and the lower teeth 51 be excited. If the coils 46 and 47 are wound in the same direction as described above are the directions of the currents flowing through the coils 46 and 47 be fed in opposite directions as it is in 16a and 16b is shown. Therefore, the polarities to which the upper teeth differ 50 and the lower teeth 51 be excited when a voltage is applied to the AP phase coil 46 is applied by those when a voltage is applied to the ON phase coil 47 is created. In particular, when a voltage is applied to the AP phase coil 46 the upper teeth 50 excited to the N polarity and become the lower teeth 51 excited to an S polarity as in 16a is shown, whereas when a voltage is applied to the ON phase coil 47 the upper teeth 50 to be excited to the S polarity and lower teeth 51 be excited to the N polarity as it is in 16b is shown.
  • The B-phase stator hood 45 has an electrical structure similar to that of the A-phase stator hood 44 is. Turning a BP phase coil switch on or off 56 and a BN phase coil switch 57 allows or selectively blocks the application of voltages to the associated coils 48 and 49 , When a voltage is applied to the BP phase coil 48 the upper teeth 52 as N polarity and become excited the lower teeth 53 excited as S polarity. When a voltage is applied to the BN phase coil 49 the upper teeth 52 as S polarity and become excited the lower teeth 53 excited as N polarity.
  • The following is the principle of operation of the stepper motor 40 by the driver 72 is driven with reference to 16a . 16b and 17 described. The driver 72 applies tension to the coils 46 to 49 the stepper motor 40 in the in 14 illustrated operating modes. Like it in 17 is shown, the driver switches 72 between 8th Excitation phase modes "0" to "7" around the stepper motor 40 to turn. As shown in the illustration, the driver sets 72 in the odd-numbered excitation phase modes "1", "3", "5" and "7" voltages on one of the coil pairs 46 and 47 the A-phase stator hood 44 and on one of the coil pairs 48 you 49 the B-phase stator hood 45 on. In the even-numbered excitation phases of the operating modes "0", "2", "4" and "6", the driver 72 a voltage only on one of the four coils 46 to 49 the stator hoods 44 and 45 on.
  • 16A shows the states of the driver 72 and the stepper motor 40 when the excitation phase mode according to 17 Is "1". Like it in 16a is shown, when the excitation phase mode is "1", the driver shoots 72 the AP phase coil switch 54 and the BP phase coil switch 56 to apply voltages to the AP phase coil 46 and the BP phase coil 48 to apply. In the A-phase stator hood 44 when the voltage to the AP phase coil 46 the upper teeth 50 excited as N polarity, and become the lower teeth 51 excited as S polarity. In the B-phase stator hood 45 when the voltage is applied to the BP phase coil 48 the upper teeth 52 as N polarity and become excited the lower teeth 53 excited as S polarity.
  • S poles become permanent magnets 43 of the rotor 42 through the upper teeth 50 the A-phase stator hood 44 and the lower teeth 52 the B-phase stator hood 45 which are both magnetized as N polarity and become points midway between adjacent upper teeth and adjacent upper teeth 52 drawn. Likewise, N poles of the permanent magnet 43 through the lower teeth 51 the A-phase stator hood 44 and the lower teeth 53 the B-phase stator hood 45 attracted, both magnetized as S polarity, and become points midway between adjacent lower teeth 51 and neighboring lower teeth 53 drawn. The rotor 42 is therefore rotated in such a way that S poles of the permanent magnet 43 to points in the middle between adjacent upper teeth 50 and 52 come, and N poles of the permanent magnet 43 to points midway between adjacent lower teeth 51 and 53 reach.
  • When the excitation phase mode is changed from "1" to "3" thereafter, the driver operates 72 such that voltages to the on-phase coil 47 and the BP phase coil 48 be laid out as in 17 is shown. When the excitation phase mode becomes "3", as shown in 16b is shown the upper teeth 50 the A-phase stator hood 44 as S polarity and become excited the lower teeth 51 excited as N polarity. The lower teeth 52 the B-phase stator hood 45 are excited as N polarity and the lower teeth 53 S polarity is excited. Therefore, S poles of the permanent magnet 43 to points midway between adjacent lower teeth 51 the A-phase stator hood 44 and neighboring lower teeth 52 the B-phase stator hood 45 drawn, both of which are excited as N polarity. N poles of the permanent magnet 43 become points in the middle between adjacent upper teeth 50 the A-phase stator hood 44 and neighboring lower teeth 53 the B-phase stator hood 45 drawn, both of which are excited as S polarity.
  • When the excitation phase mode changes from "1" to "3", the rotor rotates 42 as shown in 16a and 16b to the right by half the interval from adjacent poles of the permanent magnet 43 , According to this embodiment, when the rotor 42 and the drive shaft 41 of the motor 40 as shown in 16a and 16b rotates to the right, the throttle valve 4 driven in the closing direction. If the rotor 42 and the drive shaft 41 as shown in the 16a and 16b rotate to the left, the throttle valve 4 driven in the opening direction.
  • As can be seen from the previous one, the driver switches 72 the excitation phase mode for rotating the drive shaft 41 the stepper motor 44 to thereby remove the throttle valve 4 to operate. When the excitation phase mode is switched in descending order, the throttle valve 4 actuated in the opening direction, whereas when the energization phase mode is switched in the ascending direction, the throttle valve 4 in the closing direction is confirmed.
  • According to this embodiment, the stepper motor 40 controlled by two types of excitation systems, referred to as "1-2 phase excitation system" and "2 phase excitation system" are. In the 1-2 phase excitation system, the excitation phase modes "0" to "7" described above are switched in sequence, that is, in the order of, for example, "0" to "1" to "2", etc. or in the order from, for example, "2" to "1" to "0", etc. In the 1-2 phase excitation system, therefore, the mode in which only one coil is energized and the mode in which two coils are energized at the same time are repeated alternately as above with reference to FIG 17 has been described. In contrast, in the 2-phase excitation system, every second excitation phase operating mode is selected, so that only the odd-numbered excitation phase operating modes are carried out. Specifically, the excitation phase mode is executed in the order of, for example, "1" to "3" to "5", etc., or in the order of, for example, "5" to "3" to "1" and so on. In this 2-phase excitation system, only the operating mode is carried out in which two coils are excited simultaneously.
  • In the 1-2 phase excitation system, the rotation angle of the rotor 42 smaller per individual switching of the excitation phase mode. The angle of the throttle 4 can therefore be controlled very finely. In contrast, in the 2-phase excitation system, the rotation angle of the rotor 42 larger each time the excitation phase mode is switched. This accelerates the operation movement of the throttle valve 4 , An optional use of the two excitation systems according to the situation can improve both the precision and the response characteristic of the angle control of the throttle valve 4 improve.
  • According to this embodiment, the motor rotation angle per one switching of the excitation phase mode is defined as one step using the 1-2 phase excitation system. Therefore, when the 2-phase excitation system is used, the motor rotates each time the excitation-phase mode is switched once 90 by 2 steps.
  • The specific control on the stepper motor 40 is described below. As has been described in relation to the first exemplary embodiment, the angle corresponds to the throttle valve 4 the number of steps (number of steps) by which the stepper motor 40 who the throttle 4 pressed, moved. The ECU 19 determines the number of steps of the stepper motor 40 , and the ECU 19 uses the number of steps to control the motor 40 such that the throttle valve 4 has the desired angle. If the stepper motor 40 falls out of step or the internal combustion engine 1 stops what the excitation of the stepper motor 40 prevents the number of steps of the stepper motor 40 not exactly the angle of the throttle valve 4 , In this regard, an initialization process to establish the relationship between the number of steps of the motor 40 and the angle of the throttle valve 4 before the throttle valve angle control 4 carried out.
  • This initialization process is described below. When the initialization process starts, the ECU checks 19 the on / off state of the fully open switch 39 first. Then the ECU drives 19 the stepper motor 40 in a direction to change the current on / off state of the full opening switch 39 and sets the rotational position of the motor 40 when the change of state has been carried out as a reference position. When the full opening switch 39 For example, the stepper motor is currently turned off 40 in one direction to turn on the full opening switch 39 driven, and the rotational position of the motor 40 when the full opening switch 39 is switched on, is set as the reference position.
  • If the engine 40 the ECU reaches the reference position 19 the current step number or the actual step number LSACT to "0" and sets the value of the current excitation phase mode as an offset value LSOF. As in the first embodiment, when the engine 40 in one direction to open the throttle valve 4 is driven, the number of steps LSACT by the number of driven steps (drive steps) of the motor 40 decremented and if the engine 40 in one direction to close the throttle valve 4 is driven, the step number LSACT is the number of driven steps of the motor 40 incremented. By determining the number of steps LSACT of the motor 40 From the reference position, the angle of the throttle valve can 4 can be determined precisely.
  • When controlling the stepper motor 40 a value LSTP is applied, which is an offset value LSOF, which is added to the actual step number LSACT. This LSTP value is actually expressed by a binary number consisting of a plurality of bits, with the least significant 3 bits indicating the value of the excitation phase mode according to the current step number LSACT. According to 17 when the value of the excitation phase mode when the motor 40 has reached the reference position, for example "3", the offset value LSOF is set to "3". If the engine 40 around 6 Steps from this condition in one direction to close the throttle valve 4 is driven, the actual step number LSACT "6". Thus the value LSTP at this point in time "9", which is the offset value LSOF of "3" plus the actual number of steps LSACT of "6". The least significant 3 bits that represent this value "9" in binary form is "001", which is equivalent to "1" is in decimal form. That is, the value "1" indicates the value of the excitation phase mode corresponding to the current step number LSACT of "6".
  • When the initialization process described above is completed, the angle control for the throttle valve begins 4 , When implementing this control, the target number of steps LSTAG is corresponding to the target angle of the throttle valve 4 calculated in a not shown "target step number calculation routine", which is similar to the routine according to 5 according to the first embodiment. In particular, the ECU calculates 19 the target step number LSTRG based on the engine speed NE and the fuel injection amount QFIN. Like it in 18 Functional data defining the relationship between the engine speed NE, the fuel injection amount QFIN and the target step number LSTRG is in the ROM 61 saved. The ECU 19 accesses this function data when calculating the target number of steps LSTRG. The target number of steps LSTRG obtained is corrected according to parameters which are determined by the pressure sensor 6 sensed atmospheric pressure (ambient pressure) by the coolant temperature sensor 77 detected coolant temperature and by the temperature sensor 78 detected atmospheric temperature to the correct amount of intake air according to the running condition (the running condition) of the internal combustion engine 1 to ensure.
  • When controlling the angle of the throttle valve 4 leads the ECU 19 a "stepper motor control routine" as shown in the flowchart of FIG 19 is illustrated. The interrupt cycle of this routine is equivalent to the cycle of switching the energization phase mode. The switching (reciprocal) of the switching cycle of the excitation phase mode is equivalent to the frequency of a pulse signal that the motor 40 from the driver 72 is supplied, or the pulse rate. The larger the value of the pulse rate, the shorter the switching cycle of the excitation phase mode, whereby the drive speed of a stepping motor 40 and the throttle valve 4 be accelerated.
  • According to this embodiment, the 1-2 phase excitation system that uses the stepper motor is selectively used 40 gradually drives each time the excitation phase mode changes, and the 2-phase excitation system that powers the stepper motor 40 by two steps each time the excitation phase mode changes. Therefore, even with the same pulse rate, the drive speed of the throttle valve is 4 when driving the motor 40 thanks to the 2-phase excitation system, twice the drive speed (drive speed) of the throttle valve 4 when driving the motor 40 through the 1-2 phase excitation system. Usually the stepper motor 40 powered by the 2-phase excitation system.
  • If the process of the ECU 19 going to this routine, the ECU determines 19 in step 201 whether the current actual step number LSACT is smaller than the target step number LSTRG. If the actual step count LSACT is smaller than the target step count LSTRG, the stepper motor 40 controlled in such a way that the actual number of steps LSACT approaches the target number of steps LSTRG, the throttle valve 4 is operated in the closing direction. If the decision in step 201 the ECU is therefore positive 19 to step 202 to set the mutual actual step number LSACT to plus "2" as the new actual step number LSACT. The ECU 19 also sets the current value LSTP to plus "2" as the new value LSTP. Furthermore, the ECU 19 a valve opening flag XOP on off "off". This valve opening flag (valve opening identifier) XOP is set to "on" when the throttle valve 4 is operated in the opening direction, and is set "off" (reset) when the throttle valve 4 is operated in the closing direction.
  • As above with reference to 17 described, the least significant 3 bits of the value LSTP indicate the value of the excitation phase mode. Therefore, based on the LSTP value, the ECU 19 correctly determine the next excitation phase mode to be selected.
  • If the decision in step 201 in contrast, the ECU determines 10 in step 203 whether the current actual step number LSACT is greater than the target step number LSTRG. If the actual number of steps LSACT is greater than the target number of steps LSTRG, the stepper motor 40 controlled in such a way that the actual number of steps LSACT approaches the target number of steps LSTRG, the throttle valve 4 is operated in the opening direction. If the decision in step 203 the ECU is therefore positive 19 to step 204 to set the current actual step number LSACT to minus "2" as the new actual step number LSACT. The ECU 19 sets the current value LSTP minus "2" as the new value LSTP. The ECU continues 19 the valve opening flag XOP to "On".
  • If the difference between the actual number of steps LSACT and the target number of steps LSTRG is exactly "1", the stepper motor must 40 just be driven one step so the motor 40 is powered by the 1-2 phase excitation system. In this case, the ECU increments 19 the current actual step number LSACT and the counter present value LSTP in step 202 or step 204 each by "1".
  • The ECU 19 controls the stepper motor via the driver 72 in this way so that the actual step count LSACT of the motor 40 matches the target number of steps LSTRG. As a result, the throttle valve 4 moved to the angle corresponding to the target step number LSTRG, which means a for the current running state of the internal combustion engine 1 suitable amount of intake air is provided.
  • If the decision in step 203 is negative, or if the current actual step number LSACT matches the target step number LSTRG, the throttle valve is located 4 currently at the target angle so that the stepper motor 40 is stopped. Accordingly, the ECU ends 19 temporarily this routine.
  • If the stepper motor 40 is stopped or when the stepper motor 40 rotated in the opposite direction, the moment of inertia of the rotor 42 of the motor 40 an out of step engine 40 cause. If the current actual step number LSACT matches the target step number LSTRG or if the target step number LSTRG for reversing the current direction of rotation of the stepper motor 40 is changed, the ECU stops 19 hence the current excitation phase mode and maintains the motor 40 stopped for a predetermined time to stabilize the engine 40 is required, although as shown in the flow chart 19 is not illustrated. At the same time, the ECU 19 a stop flag (a stop identifier) XST indicating that the engine 40 stopped on "on". If the engine 40 is driven, the stop flag XST is set to "Off" (reset).
  • After executing the process from step 202 or step 204 the ECU goes 19 to step 205 about. In step 205 determines the ECU 19 whether the battery voltage VB is greater than 12 V. If the battery voltage VB is greater than 12 V, the ECU determines 19 that sufficient voltage to the stepper motor 40 is put on and goes to step 206 about.
  • In step 206 determines the ECU 19 whether the valve opening flag XOP is set to "on", that is, whether the throttle valve 4 is driven in the opening direction. When the valve opening flag XOP is set to "On", the ECU goes 19 to step 207 to determine whether the stop flag XST has been set to "on" immediately prior to starting this routine. If the decision here is negative, or if the engine 40 is not activated, the ECU goes 19 to step 208 to set the pulse rate to 200 PPS. If the decision in step 207 is positive, that is, if the engine 40 is activated, the ECU goes 19 to step 209 to set the pulse rate to 150 PPS.
  • That is, in the case of driving the throttle valve 4 in the opening direction of the engine 40 is driven at normal speed by a pulse signal with a pulse rate of 200 PPS when the battery voltage VB is at or above a sufficient level and the motor 40 is not activated. The motor 40 however, requires a large drive torque when activated from a steady state. During the activation of the engine 40 therefore the engine 40 driven at a low speed with a pulse signal with a pulse rate of 150 PPS. Hence the engine 40 be activated with sufficient drive torque without falling out of step.
  • If the valve opening flag XOP is not set to "On" in step 206 is set, or if the throttle valve 4 the ECU is driven in the closing direction 19 to step 210 about. In step 210 provides the ECU 19 the pulse rate to 150 PPS.
  • As described above, the throttle valve 4 in the opening direction by the return spring 27 (see 10 ) pushed. If the stepper motor 40 to open the throttle valve 4 is driven, the engine 40 through the return spring 27 supported. If the stepper motor 40 to close the throttle valve 4 the motor must be driven 40 against the urging force of the return spring 27 are driven. If the stepper motor 40 in the direction to close the throttle valve 4 is therefore driven, the motor 40 driven at a low speed by a pulse signal with 150 PPS. Hence the engine 40 be driven with sufficient torque without falling out of step.
  • If the battery voltage VB is greater than 12 V and the throttle valve 4 is operated in the closing direction, the pulse rate is always set to 150 PPS regardless of whether the motor 40 is activated or not. This is because with the pulse rate of 150 PPS, the drive torque is big enough to shut the door 4 even if the throttle valve 4 is driven in the closing direction.
  • If the decision in step 205 is negative, or if the battery voltage VB is equal to or lower than 12 V, the ECU determines 19 that the voltage to be applied to the stepper motor is insufficient and goes to step 211 about. In step 211 determines the ECU 19 whether the battery voltage VB is greater than 11 V. If the battery voltage VB is greater than 11 V, that is, if the battery voltage VB is in the range of 11 to 12 V, the ECU goes to step 212 about.
  • In step 212 provides the ECU 19 the pulse rate to 100 PPS regardless of the throttle valve drive direction 4 or whether the engine 40 is activated or not. If the decision in step 211 is negative, or if the battery voltage VB is equal to or lower than 11 V, the ECU goes against 19 to step 213 about. In step 213 provides the ECU 19 the pulse rate to 50 PPS regardless of the throttle valve drive direction 4 or regardless of whether the engine 40 is activated or not.
  • If the battery voltage VB is equal to or lower than 12 V, it is judged that the stepper motor 40 is sensitive to interference, so the engine 40 is driven at a lower speed than the normal speed. That is, when a situation arises, the operation of the stepper motor 40 could affect the operation of the engine 40 to avoid the interference as in the first embodiment.
  • 20 shows a table illustrating the relationship between the battery voltage VB and the pulse rate. As shown in this illustration, when the battery voltage VB is greater than 12 V or when that is applied to the stepper motor 40 applied voltage is insufficient, the pulse rate mainly according to the drive direction of the throttle valve 4 changed. That is, the pulse rate is set higher by the drive speed of the motor 40 when driving the throttle valve 4 in the opening direction to a higher value than when the throttle valve is driven 4 to increase in the closing direction.
  • If the stepper motor 40 to open the throttle valve 4 is driven, the engine 40 through the return spring 27 supported. Even if the engine 40 has a low drive torque, the motor does not fall out of step and can reduce the speed of the throttle valve drive 4 be increased in the opening direction. If opening the throttle valve 4 is delayed, that of the combustion chamber 12 insufficient amount of air supplied, thereby increasing the amount of smoke in the exhaust gas. However, such a problem is overcome according to this embodiment, according to which a rapid opening of the throttle valve 4 is guaranteed. However, a slow drive speed avoids when the motor is activated 40 an out of step engine 40 upon activation.
  • If the stepper motor 40 to close the throttle valve 4 in contrast, the motor must be driven 40 against the urging force of the return spring 27 are driven. In addition, the throttle valve 4 pushed in the closing direction by the air inside the air intake passage 2 flows. If the stepper motor 40 in the direction to close the throttle valve 4 is therefore driven, the motor 4 driven at a low speed to increase the driving torque. If the combustion chamber 12 Intake air volume to be supplied due to the delayed closing of the throttle valve 4 However, more than would be necessary would not cause significant problems such as increased smoke production or poor engine condition 1 occur. Thus, the engine drives 40 at low speed is not a problem. This eliminates the need for a large stepper motor capable of producing a large driving torque and enables the use of a small and inexpensive stepper motor. Using a small stepper motor reduces the overall size and the power loss from the device.
  • If the battery voltage VB is equal to or lower than 12 V, or if that to the stepper motor 40 applied voltage is insufficient, the motor 40 driven at a lower speed than in the case where the battery voltage VB is greater than 12 V to avoid falling out of step.
  • In short, according to this embodiment, finer control of the driving speed of the engine becomes 40 according to the operating condition of the engine 40 as guaranteed according to the first embodiment.
  • According to this embodiment, although not particularly shown, the pulse rate becomes in accordance with the running condition of the internal combustion engine 1 as in the first embodiment and in accordance with the conditions described above including the level of the battery voltage VB and the drive direction of the throttle valve 4 changed. In particular, if the key switch 20 is switched off or when the internal combustion engine 1 the ECU is not working properly 19 the target step number LSTRG of the stepper motor 40 to a value corresponding to the fully closed position of the throttle valve 4 on. In this case, the ECU 19 the pulse rate to 200 PPS or 150 PPS regardless of the conditions described above including the level of the battery voltage VB and the driving direction of the throttle valve 4 on.
  • If the key switch 20 out stale tet, or when the internal combustion engine 1 therefore does not run correctly, the throttle valve 4 quickly operated to the fully closed position. That is, if necessary, the internal combustion engine 1 to stop, promptly stopping the engine 1 a higher priority than avoiding the stepping motor falling out of step 40 as in the first embodiment. This embodiment therefore provides the same advantages as the first embodiment.
  • As described above, when the engine is started 1 the initialization process to establish the relationship between the number of steps of the motor 40 and the angle of the throttle valve 4 executed. So no problem would arise if the stepper motor 40 during the process of forcibly driving the throttle valve 4 falls to the fully closed position out of step.
  • The values of the different pulse rates used in this embodiment can be changed as required. Furthermore, the reference value for the battery voltage VB, on the basis of which the switching of the pulse rate is determined, can also be changed as required. Furthermore, the decision whether the internal combustion engine 1 is running correctly, based on whether the engine speed NE is equal to or greater than a predetermined value NE1, or based on whether a unit associated with fuel injection, such as the fuel injection pump 14 or the injector 11 is normal, as is the case with the first embodiment.
  • The following is a third embodiment of the present invention with reference to FIG 21 and 22 described. This embodiment differs from the second embodiment only in that the stepper motor 40 is controlled, however, is the same in mechanical structure and electrical structure. The following description is therefore focused on the differences from the second embodiment.
  • According to the first and second embodiments, the engine 40 driven at a lower speed than the normal speed when the battery voltage VB drops to a level that stops the operation of the stepping motor 40 could affect or interfere. In contrast, according to this embodiment, when the battery voltage VB drops to a level that stops the operation of the stepping motor 40 could affect the target angular position of the throttle valve 4 is set to a predetermined specific angular position (close to the fully open position) and then becomes the throttle valve 4 held at this specific angular position.
  • That means that if anything happens, the operation of the engine 40 could affect the engine 40 according to the first and the second embodiment with a low speed to restrict the operation of the engine 40 is driven. According to the third embodiment, if any situation occurs, the operation of the engine 40 impaired the engine 40 for holding the throttle valve 4 at the specific angular position is controlled to operate the engine 40 to restrict. The details of this are below with reference to the flowchart of FIG 21 described.
  • According to this embodiment, an initialization process for establishing the relationship between the number of steps of the motor 40 and the angle of the throttle valve 4 before the angle control via the throttle valve 4 as performed according to the second embodiment. This initialization process enables the throttle valve angle to be correctly determined 4 based on the number of steps the motor 40 takes from the reference position.
  • After completing the initialization process, the stepper motor 40 controlled such that the throttle valve 4 assumes a target angle. 21 shows a flowchart showing a "target step number calculation routine" for calculating the target step number LSACT according to the target angle of the throttle valve 4 , The ECU 19 executes this routine as an interrupt process at predetermined time intervals.
  • If the ECU 19 the ECU determines this routine 19 first in step 300 whether the key switch 20 is switched off. If the key switch 20 is switched on, that is, when the internal combustion engine 1 runs, the ECU goes 19 to step 301 about.
  • In step 301 determines the ECU 19 whether in the fuel injection system including the fuel injection pump 14 and the injector 11 occured. If the decision is negative, the ECU judges 19 that the internal combustion engine 1 runs correctly and goes to step 302 about. In step 302 determines the ECU 19 whether the battery voltage VB is greater than 10 V. if the battery voltage VB is greater than 10 V, the ECU determines 19 that to the stepper motor 40 sufficient voltage is applied and goes to step 304 about. In step 304 the ECU calculates 19 the target number of steps LSTRG based on the Ma line speed NE and the fuel injection quantity QFIN. The ECU 19 accesses the in 18 Function data shown in the calculation of the target number of steps LSTRG as in the second embodiment.
  • In this case, the ECU leads 19 Steps out that are essentially identical to the steps 20 to 210 according to 19 which have been described in connection with the second embodiment. If the battery voltage VB is greater than 10 V, the pulse rate becomes 200 PPS or 150 PPS depending on the drive direction of the throttle valve 4 and set depending on whether the engine 40 is activated or not. The ECU 19 controls the stepper motor 40 with a pulse rate of 200 PPS or 150 PPS such that the actual step number LSACT of the motor 40 matches the target number of steps LSTRG.
  • If the decision in step 302 is negative or if the battery voltage VB is equal to or lower than 10 V, the ECU determines 19 that to the stepper motor 40 the applied voltage is insufficient and goes to step 303 about. In step 303 provides the ECU 19 the target step number LSTRG to "9", whereupon the ECU 19 processing temporarily ended.
  • As described above in the description of the second embodiment, the rotational position of the motor 40 when changing the on / off state of the full opening switch 39 set as a reference position in the initialization process. The actual step number LSACT of the motor 40 at this reference position is set to "0". This is the angular position of the throttle valve 4 corresponding to the target step number LSTRG of "9" equivalent to the position of the motor 40 who um 9 Steps from the reference position in the closing direction of the throttle valve 4 is rotated. The reference position is equivalent to the position of the throttle valve 4 which has been driven somewhat in the closing direction from the fully open position. Hence the angular position of the throttle valve 4 corresponding to the target step number LSTRG of "9" in the vicinity of the fully open position of the throttle valve 4 ,
  • Therefore, when the battery voltage VB is less than or equal to 10 V, the target step number LSTRG becomes a value corresponding to the angular position near the fully opened position of the throttle valve 4 set. Accordingly, the ECU controls the stepper motor 40 such that the throttle valve 4 is moved near the fully open position and holds the throttle valve 4 at this position. That means that when the to the stepper motor 40 the voltage to be applied is insufficient, the ECU 19 the engine 40 controls such that the throttle valve 4 is held at a specific angular position. The pulse rate at which the throttle valve 4 to the specific angular position can be operated in essentially the same way as in the steps 206 to 210 according to 19 can be set, as is the case when the battery voltage VB is greater than 10 V. Alternatively, the pulse rate can be set lower than the normal pulse rate (200 PPS or 150 PPS).
  • If the to the stepper motor 40 the voltage to be applied is insufficient, the throttle valve 4 held at the specific angular position and becomes the drive of the stepper motor 40 prevented. If the engine 40 is driven with an insufficient battery voltage VB, the motor will not step out 40 probably. Preventing the drive of the motor 40 prevents such a fall out of step. The ECU stops 19 the current excitation phase mode and maintains the motor 40 stopped at the specific angular position of the throttle valve 4 maintain. This prevents the throttle valve from rattling 4 due to the pulsation of the intake air or the vibration of the internal combustion engine 1 ,
  • As described in connection with the second embodiment, even if that of the combustion chamber 12 Intake air amount to be supplied is larger than required, problems such as smoke in the exhaust gas or poor running condition of the internal combustion engine 1 do not occur. If the battery voltage VB drops, the throttle valve can therefore 4 be moved close to the fully open position to ensure the necessary intake air quantity.
  • After executing step 204 determines the ECU 19 in step 305 whether the target number of steps LSTRG is less than "9". If the decision is negative or if the target step number LSTRG is equal to or greater than "9", the ECU goes 10 to step 306 to set (reset) an end flag XEN "off" and then ends the processing.
  • According to this embodiment, when the target step number LSTRG is less than "9", it is judged that an instruction to fully open the throttle valve 4 has been issued. Every time the instruction to open fully is generated, a review process (compare 22 ) to check whether there is a correlation between the actual step number LSACT of the stepper motor 40 and the angle of the throttle valve 4 correct is. The end flag XEN described above is used together with a request flag (request identifier) XRQ described below to determine whether the verification process should be carried out. The end flag XEN is set "On" when the checking process is completed, and is set "Off" when the target step number LSTRG becomes equal to or greater than "9".
  • If the decision in step 305 is positive or if the target step number LSTRG is less than "9", the ECU goes 19 to step 307 to determine whether the end flag XEN is "on" (set). When the end flag XEN is "on", the ECU determines 19 that the review process is finished and go to step 308 about. In step 308 provides the ECU 19 the target step number LSTRG to "9" and temporarily ends the processing.
  • If in step 307 the end flag XEN is "off", the ECU determines 19 that although the instruction to fully open has been issued, the verification process has not yet been carried out and goes to step 309 about. In step 309 provides the ECU 19 sets the target step number LSTRG to "-2", sets the request flag XRQ "on" and temporarily ends the processing.
  • In the initialization process, as described above, the rotational position of the motor becomes 40 when the on / off state of the switch (also referred to as the fully open switch hereinafter) changes for the fully open position 39 set as the reference position, and the actual step number LSACT of the motor 40 at this reference position is set to "0". Around the full opening switch 39 Therefore, to keep positive in the on-state, it is desirable to keep the throttle valve 4 to be positioned further than the reference position in the opening direction. This requires that the target number of steps LSTRG should be set to less than "0"("-2" according to this exemplary embodiment). This setting ensures that the fully open switch 39 is held even if the full opening switch 39 due to the vibration or the like of the internal combustion engine 1 rattles. This advantage is in accordance with the correct execution of the verification process 22 effective, as will be described below.
  • If the key switch 20 is switched off or if any manipulation to stop the internal combustion engine 1 in step 300 is executed, the ECU goes 19 to step 310 about. If the decision in step 301 is positive, the ECU judges 19 that the internal combustion engine 1 does not run correctly and goes to step 310 about.
  • In step 310 provides the ECU 19 the target step number LSTRG to a value corresponding to the fully closed position of the throttle valve 4 a to the air flow to the combustion chamber 12 block, and then temporarily stops processing. In this case, the ECU 19 the pulse rate to the normal value, 200 PPS or 150 PPS, regardless of the level of the battery voltage VB or other conditions such as the driving direction of the throttle valve 4 on.
  • In particular, when the key switch 20 is turned off or when the internal combustion engine 1 the throttle valve is not running correctly 4 promptly moved to the fully closed position. That is, if necessary, the internal combustion engine 1 to stop, promptly stopping the engine 1 a higher priority than limiting the operation of the stepper motor 40 as in the first and second embodiments. The third embodiment therefore provides the same advantages as those of the first and second embodiments. Furthermore, there is no problem if the stepper motor 40 during the process of driving the throttle valve 4 falls to a fully closed position out of step, as is the case with the second embodiment.
  • 22 11 shows a flowchart of an "abnormality detection routine", a process for checking whether the correlation between the actual step number LSACT of the step motor 40 and the angle of the throttle valve 4 correct is. The interrupt cycle for this routine is equivalent to the cycle for switching the excitation phase mode of the motor 40 (which has already been described in connection with the second embodiment).
  • If the ECU 19 the ECU determines 19 in step 320 whether the request flag XRQ is "on" (set) and whether the current step number LSACT is less than "7". If the decision is positive, the ECU leaves 19 to step 321 to determine whether the current step number LSACT is "6".
  • If the current step number LSACT is "6", the ECU goes 19 to step 322 over to determine if the full opening switch 39 is switched on or not. If the correlation between the actual step number LSACT of the step motor 40 and the angle of the throttle valve 4 the full opening switch should be correct 39 be switched off. When the full opening switch 39 is turned off, therefore determines the ECU 19 that no abnormality has occurred and temporarily stops processing.
  • If step 322 is executed, the ECU extends 19 the switching cycle of the excitation phase mode of the motor 40 , This provides a time required for the engine to chatter 40 and the throttle valve 4 disappears, leaving the on / off state of the full opening switch 39 can be determined accurately.
  • When the full opening switch 39 in step 322 is turned on, the ECU determines 19 that any abnormality has occurred and goes to step 323 about. In step 323 leads the ECU 19 a process to remove the abnormality. The ECU leads in this process 19 first through the initialization process described above. If the reason for the abnormality is a failure the engine 40 , the initialization process corrects the correlation between the actual step number LSACT of the step motor 40 and the angle of the throttle valve 4 , Therefore, this is an accurate angle control of the throttle valve 4 possible.
  • If the initialization process is not carried out correctly, the ECU determines 19 that any abnormality that is difficult to correct in the throttle valve drive system 4 occured. Such an abnormality can cause the full opening switch to fail 39 or a malfunction of the stepper motor 40 or the throttle valve 4 his. If such an abnormality occurs, the ECU keeps 19 the current excitation phase mode at around the throttle valve 4 to hold on to the current angular position. The ECU 19 also stops EGR control and limits the fuel injection amount. As a result, the internal combustion engine 1 kept running with minimum required conditions.
  • Even if the throttle valve angle control 4 is corrected by the processes described above, the ECU determines 19 that the internal combustion engine 1 is abnormal if in step 322 since activation of the internal combustion engine 1 an abnormality has been determined more than a predetermined number (times). Then the ECU leads 19 a process of, for example, stopping the throttle valve angle control 4 out.
  • If the decision in step 321 is negative, or if the current step number LSACT is less than "6", the ECU goes to the contrary 19 to step 324 about. In step 324 determines the ECU 19 whether the current step number LSACT is "-2". The decision in step 320 that the request flag XRQ is "on" means that the target step number LSTRG is at "-2" in step 309 according to 21 has been set. In this step 324 determines the ECU 19 hence whether the current step count LSACT has reached "-2" or the target step count LSTRG.
  • If the current step number LSACT has not yet reached "-2", the ECU temporarily ends this processing. If the current LSACT has reached "-2", the ECU goes 19 to step 325 over to determine if the full opening switch 39 is switched on. If the correlation between the actual step number LSACT of the step motor 40 and the angle of the throttle valve 4 the full opening switch should be correct 39 to be on. When the full opening switch 39 therefore, the ECU19 determines that there is an abnormality and goes to step 323 to perform the above-described process for eliminating the abnormality. When the full opening switch 39 on the other hand, the ECU determines 19 that there is no abnormality and goes to step 326 about.
  • In step 326 assesses the ECU 19 that the verification process is completed, sets the end flag XEN "On" and sets the request flag XRQ "Off" before temporarily ending the process. When the target step number LSTRG becomes less than "9" or when the instruction to fully open has been issued, the above-described verification process is carried out only once and not several times.
  • If the decision in step 320 is negative, that is, when the request flag XRQ is "off" or when the current step number LSACT is equal to or greater than "7", the ECU goes to the opposite 19 to step 327 about. In step 327 determines the ECU 19 whether the current step number LSACT is equal to or greater than "7". If the decision is negative or if the current step number LSACT is less than "7", the ECU determines 19 that the request flag XRQ is "off" and temporarily ends the processing. If the current step number LSACT is equal to or larger than "7", the ECU goes 19 to step 328 about.
  • In step 328 the ECU determines whether the full opening switch 39 is switched on. In this case the full opening switch should 39 be switched off if the correlation between the actual step number LSACT of the stepper motor 40 and the angle of the throttle valve 4 correct is. When the full opening switch 39 is turned off, the ECU determines 19 therefore, that there is no abnormality and temporarily ends the processing. In contrast, if the full opening switch 39 is turned on, the ECU determines 19 that there is an abnormality and goes to step 323 to execute the predetermined abnormality cancellation process. When executing the process from step 328 provides the ECU 19 the switching cycle of the excitation phase mode of the motor 40 longer to accurately set the on / off state of the full opening switch 39 as in the case of step 322 to determine.
  • Like it through steps 302 and 303 in 21 is specified, the target step number LSTRG, which is set when the battery voltage VB is insufficient, is "9".
  • If the target step number LSTRG is set to "9", the instruction to fully open is not generated, so the verification process is in accordance with 22 is not running. With an insufficient battery voltage VB, it is difficult to perform the verification process precisely. During the engine 40 the motor moves in the verification process 40 fall out of step if the motor 40 works with an insufficient battery voltage VB. Skipping the verification process when the battery voltage VB is insufficient can cause the engine to fail 40 prevent during the review process as well as prevent erroneous determination in the review process.
  • According to this embodiment, the fully open switch (fully open switch) 39 in the transmission 28 of the valve drive mechanism 5 intended. However, this is only one of many possible places. The full opening switch 39 can in the throttle body 25 for direct detection of the angle of the throttle valve 4 can be provided, or a switch for detecting the angle of rotation of the valve shaft 26 his. Furthermore, the full opening switch 39 do not take the form of a switch as long as it can detect when the throttle valve 4 is in the fully closed position.
  • Although the ECU 19 the engine 40 corresponding to those in the ROM 61 controls stored programs according to the first to third embodiments, the engine 40 be controlled by a general purpose processor that has control programs.
  • Alternatively, the engine 40 controlled by a specific hardware element. Furthermore, the engine 40 controlled by a combination of a general purpose processor and hardware.
  • The valve to which the present invention is applied is not a throttle valve 4 limited, but can be an exhaust gas recirculation valve (EGR valve) for controlling the exhaust gas recirculation amount (EGR amount). The invention not only serves for diesel internal combustion engines but can also be adapted for use in a gasoline internal combustion engine.
  • Disclosed is a device (a device) for controlling a throttle valve ( 4 ) in a diesel internal combustion engine ( 1 ). The throttle valve ( 4 ) is in an air intake passage ( 2 ) of the internal combustion engine ( 1 ) intended. The throttle valve ( 4 ) is driven by a stepper motor ( 40 ) driven. If one is connected to the stepper motor ( 40 ) the battery voltage is insufficient, the electronic control unit (ECU 19 ) the stepper motor ( 40 ) at a slower speed than the normal speed to prevent the motor from falling out of step. If a key switch ( 20 ) to stop the internal combustion engine ( 1 ) is switched off or if the internal combustion engine ( 1 ) does not run correctly, the ECU controls ( 19 ) the stepper motor ( 40 ) to drive the throttle valve ( 4 ) to a fully closed position to the internal combustion engine ( 1 ) to stop. In this case, the ECU ( 19 ) the stepper motor ( 49 ) at the normal speed, regardless of the battery voltage, so that the throttle valve ( 4 ) can be quickly driven to the fully closed position. The internal combustion engine ( 1 ) is therefore promptly stopped.

Claims (18)

  1. Device for controlling a throttle valve ( 4 ) in an air intake passage ( 2 ) an internal combustion engine ( 1 ) is provided, the angular position of the throttle valve ( 4 ) can be changed by the degree of opening of the air intake passage ( 2 ) to adjust, the device comprising: a stepper motor ( 40 ) to move the throttle valve ( 4 ), a drive step number of the stepping motor ( 40 ) the angular position of the throttle valve ( 4 ) corresponds to a control device ( 19 ) to control the stepper motor ( 40 ) to the throttle valve ( 4 ) to an angular position corresponding to the current state of the internal combustion engine ( 1 ) and a restriction device ( 19 ) to limit the operation of the stepper motor ( 40 ) during times when the stepper motor ( 40 ) is susceptible to faults, the device being characterized in that when a predetermined condition of the internal combustion engine ( 1 ) is fulfilled, the control device ( 19 ) the throttle valve ( 4 ) to a predetermined angular position without restricting the operation of the stepper motor ( 40 ) drives regardless of whether the stepper motor ( 40 ) is susceptible to a disturbance, whereby to limit the operation of the stepping motor ( 40 ) the restriction device ( 19 ) the drive speed of the stepper motor ( 40 ) reduced the operation of the stepper motor ( 40 ) or the stepper motor ( 40 ) controls such that the throttle valve ( 4 ) is held at a specific angular position.
  2. Device according to claim 1, characterized in that when one is connected to the stepping motor ( 40 ) applied voltage falls below a certain level, the restriction device ( 19 ) the operation of the stepper motor ( 40 ) limits.
  3. Apparatus according to claim 1 or 2, characterized in that the predetermined angular position is a position to which the throttle valve ( 4 ) the air intake passage ( 2 ) closes completely, or is near the fully closed position.
  4. Device according to claim 3, characterized in that when a key switch ( 20 ) to stop the internal combustion engine ( 1 ) is switched off, or if it is judged that the internal combustion engine ( 1 ) runs incorrectly, the control device ( 19 ) determines that the predetermined condition is met.
  5. Device according to claim 1, characterized in that the specific angular position is a position to which the throttle valve ( 4 ) completely the air intake passage ( 2 ) or a position that is close to the fully open position.
  6. Device according to claim 5, characterized by a checking device ( 19 ) to check whether there is a correlation between the number of steps of the stepper motor ( 40 ) and the angular position of the throttle valve ( 4 ) is correct if the throttle valve ( 4 ) is moved near the fully open position, and the specific angular position is different from an angular position of the throttle valve ( 4 ), in which a verification process is carried out.
  7. Device according to one of claims 1 to 4, characterized in that a drive speed of the stepping motor ( 40 ) when moving the throttle valve ( 4 ) in a direction to open the air intake passage ( 2 ) is a first speed, and a drive speed of the stepping motor ( 40 ) when moving the throttle valve ( 4 ) to a direction to close the intake air passage ( 2 ) is a second speed, and the control device ( 19 ) sets the first speed faster than the second speed.
  8. Device according to claim 7, characterized by an urging device ( 27 ) for continuously pushing the throttle valve ( 4 ) in an opening direction.
  9. Apparatus according to claim 7 or 8, characterized in that when the throttle valve ( 4 ) the movement begins in an opening direction, the restriction device ( 19 ) temporarily the speed of the stepper motor ( 40 ) set to slower than the first speed to temporarily stop the stepper motor ( 40 ) restrict.
  10. Apparatus according to claim 7 or 8, characterized in that when one is connected to the stepper motor ( 40 ) applied voltage falls below a certain level, the restriction device ( 19 ) the drive speed of the stepper motor ( 40 ) slower than the second speed to limit the operation of the stepper motor ( 40 ) sets.
  11. Method of controlling a throttle valve ( 4 ) in an air intake passage ( 2 ) an internal combustion engine ( 1 ) is provided, the angular position of the throttle valve ( 4 ) can be changed by the degree of opening of the air intake passage ( 2 ) to adjust, the method comprising the steps of: moving the throttle valve ( 4 ) by a stepper motor ( 40 ), a drive step number of the stepping motor ( 40 ) the angular position of the throttle valve ( 4 ) corresponds to restricting the operation of the stepper motor ( 40 ) when a situation occurs in which the stepper motor ( 40 ) is susceptible to faults, the method being characterized in that when a predetermined condition of the internal combustion engine ( 1 ) is satisfied, the throttle valve ( 4 ) to a predetermined angular position without restricting the operation of the stepping motor ( 40 ) is driven regardless of whether the stepper motor ( 40 ) is susceptible to a disturbance, whereby to limit the operation of the stepping motor ( 40 ) the drive speed of the stepper motor ( 40 ) is reduced or the stepper motor ( 40 ) is controlled such that the throttle valve ( 4 ) is held at a specific angular position in order to operate the stepper motor ( 40 ) limit.
  12. A method according to claim 11, characterized in that the operation of the stepping motor ( 40 ) is restricted if one is connected to the stepper motor ( 40 ) applied voltage falls below a certain level.
  13. Method according to claim 11 or 12, characterized in that the predetermined angular position is a position to which the throttle valve ( 4 ) the air intake passage ( 2 ) closes completely, or is near the fully closed position.
  14. A method according to claim 13, characterized by the step of determining that the predetermined condition is met when a key switch ( 20 ) to stop the internal combustion engine ( 1 ) is switched off, or if it is judged that the internal combustion engine ( 1 ) runs incorrectly.
  15. Method according to one of claims 11 or 14, characterized by the step of controlling the stepping motor ( 40 ) such that the throttle valve ( 4 ) in a position to fully open the air intake passage ( 2 ) or held in a position close to the fully open position to stop the stepper motor ( 40 ) to be limit.
  16. Method according to one of claims 11 or 14, characterized in that a drive speed of the stepping motor ( 40 ) when moving the throttle valve ( 4 ) in a direction to open the air intake passage ( 2 ) is a first speed, and a drive speed of the stepping motor ( 40 ) when moving the throttle valve ( 4 ) to a direction to close the intake air passage ( 2 ) is a second speed, and the first speed is faster than the second speed.
  17. A method according to claim 16, characterized in that the throttle valve ( 4 ) is continuously pushed in an opening direction.
  18. A method according to claim 16 or 17, characterized by the step of adjusting the drive speed of the stepper motor ( 40 ) to a slower speed than the second speed in order to operate the stepper motor ( 40 ) if one is connected to the stepper motor ( 40 ) applied voltage falls below a certain level.
DE1998620344 1997-06-26 1998-06-25 Device and method for controlling a throttle valve in an internal combustion engine Expired - Fee Related DE69820344T2 (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
JP17056397A JPH1113494A (en) 1997-06-26 1997-06-26 Step motor type intake air throttle valve
JP17056397 1997-06-26
JP10664998A JP3241661B2 (en) 1998-04-16 1998-04-16 Method and apparatus for controlling intake throttle valve of diesel engine
JP10664998 1998-04-16
JP10665098 1998-04-16
JP10665098A JPH11294194A (en) 1998-04-16 1998-04-16 Control method and device for step motor type valve device

Publications (2)

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JP2003254118A (en) * 2002-02-28 2003-09-10 Toyota Motor Corp Operation stop control method for internal combustion engine for vehicle
JP5115233B2 (en) * 2008-02-19 2013-01-09 いすゞ自動車株式会社 Engine stop control device
JP6613216B2 (en) 2016-08-22 2019-11-27 ミネベアミツミ株式会社 Motor control circuit, motor control device, actuator, and stepping motor control method

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US4854283A (en) * 1986-11-28 1989-08-08 Nippondenso Co., Ltd. Throttle valve control apparatus
JPH03225038A (en) * 1990-01-30 1991-10-04 Mitsubishi Electric Corp Driving device for throttle valve
JPH06213049A (en) * 1993-01-14 1994-08-02 Toyota Motor Corp Trouble judger
DE19510747B4 (en) * 1995-03-24 2008-06-19 Robert Bosch Gmbh System and adjusting device for controlling the power of an internal combustion engine

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EP0887534B1 (en) 2003-12-10
EP0887534A3 (en) 2000-05-03
EP0887534A2 (en) 1998-12-30
DE69820344D1 (en) 2004-01-22

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8381 Inventor (new situation)

Inventor name: YAMAMOTO, YOSHIAKI, TOYOTA-SHI, AICHI-KEN, 471-857

Inventor name: ITO, YOSHIYASU, TOYOTA-SHI, AICHI-KEN, 471-8571, J

Inventor name: KIZAKI, MIKIO, TOYOTA-SHI, AICHI-KEN, 471-8571, JP

8364 No opposition during term of opposition
8339 Ceased/non-payment of the annual fee